Automatic train-control apparatus



A. J. BROOKINS.

AUTOMATIC TRAIN CONTROL APPARATUS.

APPLIQIATION FILED FEB. [7.1919- 1,339,918. Patented y 11,1920.

QQ TT All A. J BROOKINS.

Patented May 11,- 1920.

6 SHEETS-SHEET 2.

A. J. BROOKINS.

AUTOMATIC TRAHJ comm APPARATUS.

m APPllCATIOIl FI LED FEB. I7, 1919- gggfilfi, Patented May 11, 1920.

6 SHEETSSHEET 3- Patented May 11, 1920.

6 SHEETSSHEET 4.

A. J. BROOKINS.

AUTOMATIC TRAIN CONTHOL' APPARATUS.

A. J. BROOKINS.

AUTOMATIC TRAIN CONTROL APPARATUS.

APPLICATION FILED FEB. 17, 1919.

Patented May 11, 1920.

6 SHEETS-SHEET 5.

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lllf

A. J. BROOKINS.

AUTOMATIC TRAIN CONTROL APPARATUS.

APPLICATION FILED FEB. 11, 1919.

6 SHEETSSHEET 6.

f w is F 6 Q Q? 5 31.1444 IIII '5 N W A A E INVENTOR Andrew fizvokin s.

ATTORNE I ANDREW J. BROOKINS, OF CHICAGO, ILLINOIS.

AUTOMATIC TRAIN-CONTROL APPARATUS.

Specification of Letters Patent.

Patented May 11, 1920.

Application filed February 17, 1919. Serial No. 277,576.

To all whom it may concern:

Be it known that I, ANDREW J. BROOKINS, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Automatic Train-Control Apparatus, of which the following is a specification when taken in connection with the drawings accompanying and forming a part hereof.

This invention relates to an apparatus operable by and in connection with a rain; rail comprising sections which are electrically controlled by track side installations of an electric block railroad system.

Among the objects of the invention are to obtain an apparatus which is mechanically and pneumatically operated, said mechanical operation being etl'ected by a ramp rail which is in spaced relation to the rails 01": the track of the road, said ramp rail being provided with ascending and descending faces; and said pneumatic operation being efiected by the air under pressure which is held in storage for use in the air brake system of a train; and to obtain an apparatus which is electrically operable, said electric operation controlled by the electrical condition of the several sections which are on the descending side of said ramp, (in whichever direction a train is moving on said track), said sections being insulated and electrically controlled by track and track side installations. Additional objects are set forth in the description and claims.

The track side installations referred to are sulliciently identified in the drawings and described in this specification to make the operation of the apparatus understood, but aside from said ramp form no part of this invention.

Additional objects sought are to obtain an apparatus which, in case a danger signal is displayed thereby, will necessitate the dismounting of the person in charge thereof from the engine, cab or truck on which the apparatus is installed, and the manual operation of an element of the apparatus, to permit continuation of the travel of said engine, cab or truck.

In the drawings Figure 1 is a side elevation oi the apparatus, a ramp, a rail of the track, and a shoe, in normal position on a truck.

Fig. 2 is an elevation, at an angle of ninety degrees from the view in Fig. 1, of an apparatus embodying the invention.

Fig. 3 is a vertical sectional view of the apparatus, with the shoe element thereof in its normal position.

Fig. 4. is a vertical section of the elements which are illustrated in Fig. 3, with the plunger up, as at the apex of a ramp, in passing thereover.

Fig. 5, is a horizontal section, on line 5-5 of Fig. 3, viewed in the direction indicated by the arrows.

Fig. 6, is a side elevation of a manually operable member, in an operated position.

Fig. 7 represents a lateral section of a ramp, with a shoe thereon.

Fig. 8 is a diagram of a track side electric installation; and

Fig. 9 a diagram of one unit of the installation illustrated in Fig. 8, with the wheels and axle of a truck on the track.

Reference characters applied to designate given parts indicate said parts throughout the several figures of the drawings wherever the same appear.

A, A. represent the case or shell of the apparatus. a represents a cylindrical wall by means of which the combined chamber and guide a is obtained. a represents the inlet to chamber a; and a the outlet therefrom. The parts A, A of the shell are joined by the bolts A, which extend through flanges A of said parts. resents a shoe which is vertically movable, being attached to the part A. of the shell by arms or evers C, C and pivots D, D. C represents slots through which the pivots D, D extend. E, E, represent longitudinally movable pins in shoe B. Said pins E, E, are yieldingly held in an advanced position by springs e, 0, so that the ends thereof project a short distance beyond the face of the shoe, and said projecting ends are provided with the recesses E, (see Figs. 3 and i). 6 represents a plate which is an element of shoe B. F represents a plunger which is vertically movable in guide a. The downward movement of plunger F is limited by its lower end resting on plate 6 of shoe B; and its upward movement is determined by the movement of shoe B in sliding along on the ascending face of a ramp, as said shoe passes thereover. The normal p0- and track B repsition oi said "y 'IlGClldZliSfl abort to a anisin be conti side instai LLlOIlS \vurdly the eo'i; and put iioncti sonic en 'l thereof. F

on plunger l ur member G, which on V tlierc' ul movable wall ine lo s a passag to the groove g \v'ltil the outl" pivot U tl'irough hub scans movement Oi the faces, d

clectroinagnet M and its armature 11g link m and spring m. Elecli being energized the armature m icted tiier by and moved thereto,

so), and lever L is moved into if movement of the faces K, K, y as indicated by broken lines in ie energizing of said magnet is in tion to said faces K, K, to engage e-determined one thereof, by means er described. F being in its lowest limit or sector J being in the position i 3, by the depression oi position in which it is Uhe projection E at the V is forced into engagement iii the race 1i -11 arni J, and said menis maintained in said deprs ieiit until said arm is 1 movement of the over the next ramp an engine or othe' end there of on the truck of which the he i'e "ore described apparatus is mouited, installed electric circuits, con'ipi signals, means to eneir sig" and conductors. Said condictors extend to terminals forming elements 'n this apparatus, anu lllUVZLlJlQ conductors or brid j which are adapted to selectively close d circuits also form elements of this apparatus; and said conduc- J and bridges are illustrated 3 and i of the drawings, to Which 26S bill terminals in F reference is made. In these figures the positive conductors and terminals are designated by cspital reference letters and primes, and negative ones by lower case letters and primes.

N 11/; N, n; N, n are terminals, vrnich are, respectively, arranged in pairs; and 91/, a are additional terminals.

0, represent movable members pivotally mounted on pins 0, respectively Members 0, O are respectively PlOVlClBf. with the rollers 0", which are in the path oil? n'iovement of the end of arm 5" when said arm, sector J, and plunger F are actuated by shoe B as it moves over the ascending and. descending faces of a ramp. Members 0, C, respectively, are illustrated as bridges which electrically connect terminals N, n, and N n, and also N and W The terminals N, 11" are disconnected by bridge 0 at the time said bridge connects terminals N, is, Terminals N", it are connected by projecting member L on vertically inevable member L, 1 en said member L is iianually depressed, as hereinbetore described.

P represents a conductor which is in electric contact with terminal N; p a conductor in contact With terminal it; P a conductor which branches from conductor P and is in mea re contact with terminal N; p a conductor in contact with terminal a; P a conductor in contact with terminals N and 01; p a conductor attached to terminal a; 79 a conductor which branches from conductor '10" and is electrically connected to terminal 12; and 19 a conductor which is electrically connected to said terminal a.

S, S, (Figs. 1 and 5) represent electric conductors which are electrically connected to the coils of magnet M, and are grounded on the frame or shell of the apparatus and the frame of the truck, respectively.

The hereinbefore described apparatus is actuated mechanically and energized electrically by a ramp rail which is secured in spaced relation to the rails of the track, and forms an element of a track side installation hereinafter described. Q, (Figs. 1, and 8), represents said ramp rail; It, 1 and 9), rails of a track; X, X, wheels on track ll; and X, (Fig. 9) the axle of wheels K.

Assuming a train to be moving in the direction indicated by arrow R, g, g repre sent ascending faces of ramp Q, and r, r descending faces thereof. Q, represents insulation. The several sections of the ramp Q; are insulated from each other and from the ground or support of the ramp; and the the rails of an adjacent block by like insulation ll.

It is well known to those familiar with the art of block signals for railroad operation that a track circuit which is provided. with energizing means controls the position of a movable conductor in a track-side installation; and that when a train is on a track the track circuit of said block is short circuited, the coils of the electromagnet being shunted thereby, in which case there is not sufficient energy in said magnet to hold the armature thereof in position to maintain the free end of said movable conductor in electrical contact with its terminal. ln reducing this invention to concrete form ramp rails form elements in the trackside installation, and Figs. 8 and 9 show, in diegrammatic form, track and trackside installations sufficient to enable the operation of the apparatus understood.

Referring to Figs. 8 and 9 the track circuits comprise, respectively, a generator W, rails it, B, of the track, conductors 'l, 'l, and they oils of electromagnet ll and the trackside circuits comprise, in the track side installations thereof, a generator, V7, conductors T, T, t, t, movable conductors u, u, terminals V, V and sections 7, r of the ramp.

To permit trains in both directions to be operated under this apparatus both the ascending and descending sections of the several ramps are electrically controlled by the (Figs. 1, 8

plunger F is in its lowest position, as shoe B moves over a ramp, said plunger is forced up by the shoe to the attention position, and the sector J must turn in a direction contrary to the movement of clock hands; and if said ascending sections of the ramp are energized, and lever L thereby moved into the path of movement of projecting faces K, K, on said sector, it will be forced out of said path by the inclined faces 70, /a, (Figs. 3 and l).

The function of said ascending sections being, as stated, to raise the shoe B as said shoe slides thereover; said shoe raising said plunger F and turning sector J toward the left; the raising of said plunger at the least, will be from clear to attention position; and at the most, from danger to attention position; the movement of the plunger and sector being determined by their position prior to the shoe coming in contact with a ramp.

Before reciting the operation of the apparatus attention is directed to the pneumatic control obtained by the communication which exists between chamber a and equalizing reservoir Y, (by conduit y and inlet at"). There is, at all times when the shoulder f is above outlet passage way a, the same pressure in said chamber a as in said reservoir, and said pressure on the shoulder f performs several functions. In case said plunger F is in its lowest position and resting on plate 6 of the shoe, as the shoe moves over a ramp said pressure holds the, plunger to said plate, both in ascending and descending the ramp. In case the downward movement of the plunger is arrested by lever L being moved into the path i.

of movement of the projecting faces K, K of sector J, said engaged face is held closely to said lever to prevent its being jarred therefrom by the travel of the truck on the track. And when the shoe passes over the apex of a ramp, plunger F being in the position in which it is illustrated in Fig. 4, this chamber (5' becomes a part or element in a passage way from equalizing reservoir Y to signal X, and the mass or quantity of air in said chamber breaks up the continuity of said passage way, thereby obtaining a quicker response in the sounding of said signal. The chamber a is also an element in said passage way when the plunger F is in the position in which it is illustrated in Fig. 3, that is, danger position, and the rapid reduction of pressure therein producing a corresponding reduction of pressure in the equalizing reservoir hastens the application of the brakes over the application which would be obtained if said chamber were not so interposed.

The operation of the apparatus is Shoe B not being on a ramp is in the position in which it is illust 'ated in Fig. 3; this being its normal position. In going over a ramp the shoe is raised from its normal position to the position in which it is illustrated in Fig. 4:, forcing plunger F into the position there illustrated. The normal condition of a track over or on which a train is traveling is clear and hence, the normal position of sector J and plunger F existing, clear is indicated on a signal controlled thereby; and assuming said signal to be on the circuit of which conductors P, 2), are elements, the normal position of the sector is with lever L engaged by projecting face K, as is indicated by broken lines in Fig. 5, plunger F being thereby suspended, so that when the shoe passes from a ramp to assume its normal position, said plunger does not descend therewith; but spring H forces member Gr outwardly from the well in which it is contained, and said member descends with said shoe.

The plunger F is retained in the normal condition, (or position) above set forth, when the traclrside installation and the track circuit are in the conditions which illustrated in Fig. 8, with a train in block going in the direction of block 3. Under said conditions as the shoe goes over ascending sections of ramp Q, of bloc the shoe is raised, the plunger F is raised at least from clear to attention. position, an attention signal is given, and as the shoe descends on the descending sections said ramp the section 1" being energized by a trackside installation which comprises generator WV, conductor T, movable conductor u, and again conductor T all of block 2, conductor 6 from said conductor T" to movable conductor a of block 3, terminal V and conductor 1; from said terminal V to said section r of ramp Q in block 1, the trackside circuit is completed by the elements of the cab installation which coinprises shoe B, shell A, conductor S, coils of electromagnet M, cond ctor S, the frame of truck X, wheel X, a rail P conductor T, baclr. to ba W. F M being energized by completion of the foregoing traced circuit the armature of said magnet, (on) is attracted thereby and moves lever L into the path of projecting face K, in timed relation to the position of said projection, to engage or be eng ged by said projecting face.

In the carrying out the foregoing operation the plunger F is forced down with the descent of shoe B, by the pneumatic pressure in chamber a acting on shoulder f, and upon lever L being engaged with procting face K, said pneumatic pressure "mly maintains said engagement; and the indication obtained is unchanged until said shoe passes over the next ramp.

The clear signal is an element of the electric circuit of which the conductors l 1), terminals N, 11, and bridge 0 are elements; but forms no part of this invention, which so far as said clear signal indication is conerned relates to the movement of said bridge to come in contact with said terminals, and the release of terminal N from 'agement with the terminal 71/.

Bridge 0 is moved by the end of arm J to substantially the position which is indicated in Fig. 3, by broken lines, as sector J is moved to and fro by the movement of plunger F; but said sector and plunger being in normal position, (with clear indicated) in the up movement of the plunger the clear circuit is simply broken, and on the down movement of said plunger, con rlitions being as last assumed, is remade, the section 2* of the ramp being energized.

in case this apparatus, being on block 1., indicates, as last above set forth, a clear signal, the train (on the motor or engine of wl'iich the apparatus is installed), proceeds toward. block 2.

it, however, at the time said apparatus is on bio-cl: 1, a train, cab, or car, be on block 2?, as is indicated by wheels X, X, and axle X, in Fig. 9, the electromagnet U of the trac r circuit of said block is shunted; said track circuit being closed and comprising ectric generator W, rails R, R, wheels X, and axle X. The electromagnet will cease to hold the movable conductor u in contact with terminal V and section 7' of the ramp in block 1 will not be energized by generator W of block 2; the trackside circuit to said section r being broken at said movable conductor a in block 3. The lever L will. not be moved into position, in timed relation thereto, to engage or to be engaged by projecting face K, and the plunger will continue to descend with the shoe, (being forced down by pneumatic pressure in chamber a." acting on shoulder f) until said shoe is on section 7'.

When the shoe is on said section 1", with wheels X, X on rail R, (as in Fig. 1), a track side circuit which comprises said wheels, section 1* of ramp Q, the frame of the truck, conductors S, and the coils of lectromagnet M, and the trackside installations consisting of energizing means W of block 1, conductor T, movable conductor a, terminal V, conductor T (again), conductor 25 will be closed and energized; and lever L will be moved to be in engageable position, and in timed relation, with projecting face K. Caution signal will be displayed by reason of the arm J, when lever L is ed with projecting face K, said arm,

at said time, forcing the bridge 0 into contact with the terminals 71", and a, forcing said terminal a. into electrical contact with. terminal N, to close the circuit of which conductors P p are elements; said caution signal, however, forming no part of this invention; but interposed on said circuit.

1n the descent of the plunger F to the position where lever L is in engagement with projecting face K, the shoulder f on said plunger is brought to substantially the position indicated by the broken line f Fig. 3, and a restricted discharge of air flows from.

he chamber a, through passage way a.

Caution signal will be displayed, under the above recited conditions until the shoe comes in contact with the next ramp; and a governor circuit is continuously bridged in this apparatus, comprising conductor l to conductor P, terminals N, n, and conductors p, and p.

In case a train on block 1 receiving as'last above recited, a caution signal, should proceed thereunder to block 2, it would there receive the danger signal. The condition would be, movable conductors u, a of block 3 not being in electrical contact with the terminals V, V of said block, the trackside circuits of block 2, comprising said terminals, conductors T and t, to block 4, and return from said block to section r of the ramp rail of block 2, is broken and section 0 of said ramp is not energized; and the circuit comprising said conductor T, and t to section r of said ramp is also broken, and section 7* is not energized and hence, the lever L is not moved to engageable position with any of the projecting faces on sector J, and the plunger descends with the descent of the shoe B, none of the terminals of the N, n, series is permanently bridged, and neither clear or caution signal circuit is closed. In addition, on the descent of the plunger to the position illustrated in Fig. 3, the audible signal X is continuously sounded, and brakes are applied, as hereinbefore disclosed.

To release the brakes and permit the train to proceed, under conditions which form no part of this invention, the membe L is depressed, and terminals N, a forced into electrical contact by projection L, to close a circuit comprising conductor P, terminals N, n, conductor P, said terminals N, a, and conductor 79". Said depressed posiion of said member L is continuously maintained by the engagement of ends Z of member L and K of arm J, until the next section of track, and ramp thereto, is reached, at which time the sector J and arm J are turned by plunger F and said member L released. The release of said member L causes said terminals N, a to separate, (by their resiliency). If danger conditions exist on the said next section and ramp the member L must again be depressed to reestablish the last named bridging of the governor circuit comprising said recited elements.

As recited relative to the clear signal, the elements of the caution and danger circuits which are contained in this apparatus, and which control the making andbreaking of said circuits, are at all times broken by the shoe ascending the ascending sections of a ramp, and a new indication made, although said new indication may be, and as a rule is, the same as the preceding one.

Member G at all times rests against the shoe, regardless of the position of the plunger F, being forced thereonto by spring H, and in case said shoe is not in operative position and condition, either from the breaking of arms C, or one thereof, or for other reasons; said member is moved outwardly in the well 7 in plunger F, and a passageway for the exhaust of air from equalizing reservoir Y is automatically opened, comprising the conduit 7 inlet a, chamber a, bore 9, well f, and the central passage 9 in said member G. Nut h, Fig. 3) prevents said member G from being forced entirely out of well It being understood, (A), that shoe B in passing over the ascending sections of a ramp destroys the previously existing positions of the plunger F, sector J and lever L, (B), that the track installations comprising rails R of a block of track, the coils of electromagnet U, the conductors T, T, connect ing said coil and rails, and means W, to energize said circuit, must be in operative condition and the track of the block unoc cupied to maintain movable conductors a, u, of the track side installation in contact with terminals V, V, respectively, to, form continuous conductors therethrough, and (C), that the trackside installations comprising said conductors, the insulated descending sections of ramps controlled thereby, and means to energize said trackside installations on the completion of the circuit comprising also the coils of electromagnet M, conductors to said coils from shoe B and from said coils to a rail R of the track, upon the contact of said shoe with the descending sections of said ramps, must be in operative condition, to energize the coils of said electromagnet and actuate lever L in timed relation to sector J to arrest said sector on its return movement ;-it is obvious that unless all the above recited conditions exist as said. shoe moves along said descending sections of said ramps said sector will not be arrested, said plunger will not be suspended, and said plunger will be forced by pneumatic pressure on shoulder f in chamber or space a to follow said shoe in its descent to caution or danger position, as the case may be.

Hence the position of sector J and plunger F, after the shoe leaves a ramp may be relied on as being a representation of the conditions actually existing on the block upon which the train is entering, and upon the next block in advance. The position of said sector and plunger controls the movement of the train in the following manner; if the sector and plunger are in position representing a clear condition of the track no brakes are applied to the train; if in position representing caution condition the restricted passage way through passage way a being partially opened, as hereinbefore described, sufficient flow of air obtains to sound audible signal X clearly, and to make a partial application of brakes and if in position representing danger the flow of air through said passage way 0/ is so great as to sound said audible signal shrilly and to make a full application 01: the brakes.

The control of the train by the apparatus is, in the foregoing recited manner, independent of the indications which are ob tained by the arm J and the several terminals illustrated and described; and independent of the operativeness of the circuits controlled thereby.

Attention is directed to the fact that the pneumatic pressure in space or chamber a holds plunger F closely to shoe l3, and holds said shoe firmly to ramp Q, when said shoe, being on the descending sections of the ramp, is on a section which is thereby closed and energized by the track side battery of the track installation of which said section is an element; and at said time good electrical contact of said ramp and said shoe is thereby obtained.

I claim:

1. A car carried rotatably mounted member provided with engageable projections, a longitudinally movable member, means to connect said members, and a laterally movable member, in combination with trackside means to actuate said members in timed relation to selectively engage said laterally movable member with said projections.

2. A rotatably mounted member provided with engageable projections, bridge members and a laterally movable member respectively engageable with said projections, in combination with means to move said rotatably mounted and said laterally movable members in timed relation to selectively engage the projections adjacent thereto with said laterally movable member, and to selectively engage said bridge members with the projection adjacent thereto.

3. A rotatably mounted member movable from an initial position and returnable, and means to move said member, in combination with a plurality of electric terminals, means to connect terminals constituting a pair, said rotatably mounted member arranged, on its return movement to successively move said means to connect, and means to selectively arrest the return movement of said rotatably mounted member in timed relation to the movement of said means to connect.

a. In a train control apparatus, a trackside member provided with an ascending surface, in combination with a car carried mechanism, comprising a longitudinally movable member, an electroresponsive member and a member to co-act with said movable member and also with said ascending surfaces of the trackside member, to mechanically move said electroresponsive member into an inoperative position on the engagement of said co-acting member and said trachside member.

In automatic train control apparatus, a trackside member provided with an ascending inclined face, in combination with a car carried device comprising a shell, a shoe movably attached to said shell and positioned to ride into engagement with the ascending face of said trackside member, a member and an electroresponsive member movably mounted in said shell and adapted to co-act and lock the member against its return movement, an additional member joined to said lockable member and adapted to move it forward and disengage said electroresponsive member therefrom, and means comprising a chamber in communication with the air supply of the air brakes of a train to yieldingly force said additional member to an advanced position and into contact with said shoe.

6. In an automatic train control apparatus, a trackside member provided with ascending inclined faces, in combination with a car carried member adapted to ride into contact with an ascending "face of said trackside member, a car carried movable member, means to obtain air pressure and an audible signal arranged to be sounded by air under pressure, means to direct said air to said signal, said. movable member arranged to obstruct said means, and said trackside member and the car carried member arranged to contact therewith. arranged to coact to remove said movable member from its obstructing position.

'7. In automatic train control apparatus, a trackside n'lember, in combination with car carried members comprising, a member arranged to co-act with said trackside member, a longitudinally movable member, means consisting of air under pressure, to yieldingly hold. said movable. member in contact with said co-acting member, an additional member movably mounted on said longitudinally movable member, means to hold said additional member in. contact" with said co-acting member, and a passageway for the flow of air underpressure therethrough, said additional member arranged to obstruct said passage way, and said coacting member arranged to hold said additional member in position obstructing said passage way.

8. In automatic train control apparatus, car carried mechanism comprising a mov able member, means to apply air under pressure to said member, an additional movable member and means to connect said members, in combination with an electroresponsive member engageable with said additional member, said air under pressure arranged to yielding-1y hold said movable member in po sition to force said additional member to said elertroresponsive member, when engaged therewith, to retain said engagement.

9. In automatic train control apparatus, car carried mechanism comprising a longitudinally movable member, a sector provided with projections, means to connect said member and said sector, an electroresponsivc member, and means to selectively engage said electroresponsive member and said projections, said members arranged to co-act so that movement of said longitudinally movable member in one direction releases said selective engagement, and said engagement prevents the movement of said sector and longitudinally movable member in the return direction, all combined as set forth.

10. In car carried mechanism of automatic train control apparatus, a longitudinally i'novable member, a sector, means to connect said member and said sector, projections on said sector in spaced relation to said member, an audible signal, and means, comprising the equalizing reservoir of a t 'ain air brake system and a communicating passage way, to supply air under pressure to said signal, said member ar -anged to obstruct said passage way when in normal. position 21 nd to be movable from said normal position to partially obstruct said passage way, in combination with an electrorespoit sive member, and means to selectively engage said responsive member and said projections, to maintain said lirst named member in 5" id normal and in said partially obstructing: position.

11. In car carried mechanism of automatic train control apparatus, a longitudinally movable member, a sector, means to connect said member and said sector, projections on said sector in spaced relation to said member, an audible s' "1211, and means, comprising the equalizing reservoir of a train air brake system and a communicating passage way, to supply air under pressure to said signal, said n ember arranged to obstruct saiu passage way when in normal position and to be movable in a plurality of directions from said normal position to partially obstruct said passage way, in combination with an electroresponsive member and means comprising track and trackside installations, to selectively engage said responsive member and said projections to maintain said movable member in said normal and in said partially obstructing position by arresting the movement thereof in the return one of said directions.

12, In car carried mechanism of automatic train control apparatus, a longitudinally movable member, an additional member, an audible signal, and means comprising a train air brake system and a communicating passage way to apply air under pressure to said first named member and to supply said air to said signal, in combination with means comprising a traclzside installation to move said first named member a determined limit of travel and to permit the return movement thereof by said air pressure in continuous contact with said additional member, said first named member arranged to obstruct said passage way at determined intervals of the travel thereof.

13. In car carried mechanism of automatic train control apparatus, electric terminals, bridge members, a pivotally movable member, a longitudinally movable member and a connection between said memhere to selectively connect said terminals, in combination with tracliside means to move said lol gitudinally movable member in one direction, and car carried means to apply pneumatic pressure thereto to yieldingly move it in the return direction, said pivotally movable member arranged to co-act with said bridge members, and means in timed relation with said co-acting means to arrest the return movement of said pivotally and longitudinally movable members.

14. in car carried mechanism of car con trol apparatus, a movable member, means to limit the forward and return travel. oi said. member, electric terminals and. additional electric terminals, a plurality of controlling means to selectively connect and disconnect said terminals and manually op erable means to connect said additional terminals, a projecting element on said movable member to successively operate said plurality of means, said plurality of means, said projecting element and said manually operable means in spaced relation, and, said movable member being at the limit of its return travel, said projecting element and said manually operable means engageable to retain said means in an operated position.

15. In car carried mechanism 01: car con trol apparatus, a movable member, electric terminals and additional electric terminals, a plurality of controlling means to selectively connect and disconnect said terminals, and manually operable means to connect said additional terminals, a projecting element on said movable member to suecessively operate said plurality of means, said plurality of means, said projecting ele ment and said manually operable means in spaced relation, and additional car carried memo s, combination with a trackside member, said additional car carried members and said tr'aelzside member arranged to co-a-ct to move said movable member to a forward limit of travel, and to permit the return thereof to a return limit of travel, and. said movable member being at the limit of its return travel sa'd projecting element and said manually operable means engageable to retain said operable means in an operated position, until forward movement of said movable member.

16. A trackside installation comprising a source of electrical energy, a member consisting of insulated sections having ascending and descending faces, and means to selectively conduct electrical. energy from said source to said sections, in combination with a car carried member adapted to coact with said faces, a movable plunger arranged to be moved by said co-acting car carried member and returnable to its initial position, an electroresponsive member operable to arrest said return of said plunger, and conductors from said co-acting member to said electroresponsive member and to a rail of a track, said sections provided with said depend ing faces, said plunger, and said electro responsive member in timed relation to control the movement of said member and plunger to selectively arrest said return move ment of said plunger.

17. A trackside installation comprising a source of electrical energy, a member consisting of insulated sections having ascending and descending faces, and means to selectively conduct electrical energy from said source to said sections, in combination with a car carried member adapted and positioned to co-act mechanically with said traclrsido member, a plunger arranged to be moved by said coacting member and returnable on the return movement of said co-acting member, an additional member, projections on said additional member, and a connection between said additional member and said plunger, an electroresponsive member operably movable into the path of movement of said projections, said projections adapted to move said responsive mem ber out of said path on said plunger and additional member being advanced by the engagement of said co-acting member and said between said projections and said responsive member is obtained.

18. A trackside installation comprising a source of electric energy, a member consisting of insulated sections provided with as cending and descending faces, and means to selectively conduct said energy from said source to said sections having descending faces, in combination with car carried mechanism comprising a member adapted and positioned to be moved into engagement with said trackside member, to co-act mechanically with the sections having ascending faces and electrically with the sections having descending faces, a plunger, means to apply pneumatic pressure to said plunger, an additional member, projections on said additional member and a connection between said additional member and said plunger, said co-acting member arranged to move said plunger and advance said additional member, and said pressure arranged to hold said plunger to contact with said co-acting member to force the meeting faces of said co-acting member against the ascending and descending faces of said trackside member, an electroresponsive member operably movable into the path of said projections, said projections adapted to move said responsive member out of said path on the advance movement of said additional member and to lock therewith on the return movement thereof, to arrest said return movement, and conductors from said co acting member to said electroresponsive member and from said member to a rail of a track.

19. A trackside installation comprising a source of electric energy, a member consisting of insulated sections provided with ascending and descending faces, and means to selectively conduct said energy from said source to said sections having descending faces, in combination. with car carried mechanism comprising a member adapted and positioned to be moved into engagement with said trackside member, to co-act me chanically with the sections having ascending faces and electrically with the sections having descending faces, a plunger, means to apply pneumatic pressure to said plunger, an additional member, projections on said additional member and a connection between said additional member and said plunger, said coacting member arranged to move said plunger and advance said additional member, and said pressure arranged to hold said plunger to contact with said co-acting member to force said co-acting member against the ascending and descending faces of said tra ckside member. electrical terminals, a plurality of controlling means to selectively connect and disconnect said terminals, an additional projection on said additional movable member to successively operate said plurality of means, an electroresponsive member operably movable into the path of movement of said first named projections, said first named projections being adapted to move said responsive member out of said path on the advance movement of said additional member and to lock therewith on the return movement thereof to arrest said return movement and selectively maintain said plurality of means in an operated position, and conductors connecting said responsive 10 member to said co-acting member and to a rail of a track.

ANDREW J. BROOKINS.

Witness CHARLES TURNER BROWN. 

